Railway-traffic-controlling apparatus



Nov. 6, 1928. N 1,690,235 S. M. LUCAS RA ILWAY TRAFFIC CONTROLLING APPARATUS Filed May 5, 1927 2 Sheets-Sheet 1 s m M M m u M M 1. -MQ M 61 w Q Q N mm www umfi umx MNQ Q 3 WEN Mm HEN M n WN MN N M N Q: w H S kw m w i E 4 N mmr Nov. 6, 1928.

1,690,235 s. M. LUCAS RAILWAY TRAFFI'C CONTROLLING APPARATUS Filed May 5, 1927 2 Sheets-Sheet 2 I i V 27 29 29 I 21, I5 15C 15 I g:

I a 415 c I I I I I 54 27 M 1 2 5 INVENTOR I Patented Nov. 6, 1928 UNITEVDIYSTATES PATENT OFF-ICE.

SAI'UEL I. LUCAS, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

: Application filed May a,

ratus which is responsive to periodica 1y varying current in. the trackway. More particularly my invention relates to train carried apparatus for multiplying the frequency of the im ulses received from the trackway.

I will escribe one form of apparatus embodying my inventiom and will then point out the novel features thereof in claims.

In the accompanying drawings Fig. 1 is a diagrammatic view of one form of railway tratlic controlling apparatus embodying .my invention. Figs. 2, 3-and 4 are views showing a few modifications of aportion of the apparatus illustrated in Fig. 1, and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, the referencecharacters'l and 1 designate the track rails of a stretch of railway track, over which traflic normally moves in the direction indicated by the arrow. These rails are divided into sections bymeans of insulated joints2, only one complete section, A-B, being shown. Train controlling current is at times su plied to the rails of this section from a suita le source of energy, such as an alternator Gr. The current supplied to the trackway by this alternator may be of a frequency of the order of the usual commercial-alternating current such, for example, as 60 or 100 cycles per second.

The supply of currentto the track rails is controlled by a coding device designated in general by the reference character Z and comprising a plurality of rotatable insulated cams each designated by the referencecharacterC with an appropriate distinguishing exponent. These cams are driven at a constant speedby means of a motor I supplied with current from thealternator Gra The cam C is'provided with spaced swells Sabout its peri hery, and when. the cam isrotated these swel s successively engage a contact 3toperiodically close the contact. Similarly cams C and C are provided with different numbers of swells 8 for controlling contacts 4 and 5, respectively. Oneterminal of, the alternator G is constantly connected with rail 1 ofthe .section A-B and the other terminal of the alternator is connected rail 1 through one nAILwAY-TBAFrIcconrnoilnme APPARATUS.

.1927. Serial No. 183,473.

of the contacts 3, 4 r 5 depending upon traflic conditions.

It will now beapparent that the alternating current'supplied to the rails of the trackway.

will be periodically'varied at the frequency of operation of the contacts of the device Z which is connected between the alternator and the track rail 1. By way of example, I have shown cam C as provided with four swells, cam C with six swells and cam C with nine swells and will assume that these cams are rotating at revolutions per minute. The selection between the contacts of the device Z in accordance with traffic conditions maybe accomplished in any suitable manner, and as both of the sections in advance of point B are unoccupied, relays H and L are both energized and the contact 5 is connected in the trackway circuit. When the second section here shown this selection is made by means in advance of point B is occupied by a train,

relay H is energized, whereas relay L is cleenergized'and contact t is thenconnected in the trackwaycircuit. lVh'en the section immediately in advance of point B-is occupied by a train, both of the relays H and L are deenergized and the contact 3'is connected in the trackway circuit. It will be clear that when contact 5 is connected in the trackway circuit, the alternating current supplied to the circuit will be periodically varied'at a frequency of 180 cycles per minute corresponding to what I shall hereinafter term the proceed code. lVhen contact 4; is connected in the trackway circuit, the alternating current will be varied ata frequency of 120 cycles permimite which current I shall term the caution code. Similarly, when contact 3is connected in the trackway circuit the alter nating current'will be varied at a frequency of cycles per minute whichI shall term the .slow code.

The refcrnce character V designates a train having a forward axle 25 and carrying governing means which is responsive to the varying current in the trackway. Mounted transversely with respect to the trackv rails 1 and 1 and in front'of the forward axle 25', i

are two inagnetizableicores 9*and 9, carrying windings 10 and 10*, respectively. These 1313 of relay R windings are so connected that the electromotive forces induced therein by currents flowing in opposite directions in the two track rails at a given instant, are additive. lVindlugs 10 and 10 are connected with the pr mary of a transformer Q through an amplifier 11 which may be of the electron tube type. The secondary of transformer Q is connected with the winding of a relay M. This relay is of the polarized type and has an armature 12 which co-operates with normal. middle and reverse contacts 12. 12" and 12 respectively. lVhcn train controlling current is being supplied to the t'ackway, pulsating energy is delivered to the priniary of transformer Q at the frequency of the periodic variations in the trackway current. For each impulse of energy supplied to transformer Q, during an increase in such current, an impulse of one relative polarity is supplied to the relay M. and during the decrease in such current an impulse of the opposite relative polarity is supplied to the relay. The relay M is responsive to the relative polarity of ti e current supplied to it so that when the trackway current is being periodically varied. the relay M is operated to close its normal and reverse contacts 121'2 and 12-12 alternately at a frequency which corresponds to the frequency of the variations ot the trackway current, and twice during each cycle of operation this relay closes the intermediate contact 1212 In apparatus of the type in which the selection between codes is performed by means of electrically tuned circuits. it may be desirable to multiply the code frequency of the current supplied to these circuits so that the tuning may be more easily accomplished. In order to effect this n'iultiplication. I provide means for producing alternating current of a frequency greater than, but proportional to. the frequency of the impulses supplied to the relay M. This is accomplished by means of a chain of cascade-connected polarized relays, each designated by the reference character R with a suitable distinguishing exponent. As here shown. this chain comprises three. relays R. R and R each having an armature 13 which cooperates with three contacts 13. 13" and 13 similar to the contacts of relay M. \Vhen relay M is energized in one direction so as to close its contact 12-12. current flows from terminal 14 of battery S through contact 1212, wire winding of relay It and wire 15 to terminal 14; of battery S. I will assume that with this circuit closed the current is of such polarity as to close contact hen relay M is energized in such direction as to close its contact 1212 current flows from terminal it of battery S, through wire 26. contact 12-42". wire Vi winding of relay R and wire 1:) to terminal 14 of battery S. It will be clear that the current flow through the winding of relay R is again in such direction as to close' the contact 13l3. During its travel from one extreme position to the other, armature 12 closes the contact 12-42 to complete a circuit from terminal ll of battery 5 through wire 15, winding of relay 11, wire W, contact 12-12" of relay M and wire 27 to terminal ll of battery S. \Vhen this circuit is closed the polarity of the current supplied to the winding of relay R is such as to close contact 11313. It will be evident. therefore, that while armature 12 traveling from one extreme position to the other the polarity o l the current supplied to the winding ol' rclay R is changed twice and consctplenlly armature 1.3 of relay R t'avels from one ex-- treme position to the other and back to its initial position during this time. in other words relay R operates at twice the he qucncy oi. operation of relay M. Relay it is controlled by the relay It in the same manner that relay R is controlled by relay M, so that relay R operates at twice the lrcqnemy oi operation of relay B In a similar manner relay It is controlled by relay B so that relay It operates at twice the frequency ot operation of relay :1 or at eight times th code frequency at which relay M operators The circuits for relays R and R will be ohrious from those already described.

Associated with the last relay ot' the chain. here shown as relay R, is a transformer 'l. the primary 16 of which is controlled by the armature 13 of this relay. lVhcn relay It is energized in such direction that its contact lit-13 is closed, current. flows from terminal 1 1 of battery S through wire 26 contact .3-l3 of relay R", primary 1(3 of tram- .t'ormer T. and wire 15 to terminal 14 of battery S and a similar circuit is closed over contact 1313? of this relay when contact 13---1T3 is closed. During the travel of armature 13 From one extreme position to the other, contact 13*13 is closed momentarily to complete a circuit from terminal it of battery 53 through wire 15, primary 10ml transformer T, contact 13-43" of relay ll" and wire 27 to terminal 1-1 of battery It will now be clear that the polarity ol the current supplied to the primary l6 o'l' transformer 'I will he changed twice during each morement o't armature 13 of relay R from one extreme position to the other. or four times for each cycle ol operation of this relay, so that the alternating current induced in secondary 17 of transformer T will be of twice tklrcqucncy of operation of relay ll. it will be plain from the foregoing explanation. that when periodically varying current is supplied to the track rails, the relay M and the chain of relays R will operate to produce alternating current in the secondary 17 of transformer T, and that the frequency of thi current will be of" sixteen times the frequency of the impulses supplied to relay M.

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front contact 2020 of relay K? Connected to the secondary 17 of the transformer T, for the purpose of selecting between the codes supplied to the trackway, are a plurality of parallel connected tuned circuits F, F and F", each tuned to resonance at a frequency which is a multiple of the frequency of one of the codes supplied to the track rails by the coding device Z. Thecircuit F comprises a condenser 18 and a reactor 19, and as hereshown this circuit is tuned to resonance at a frequency which is sixteen times the frequency of the proceed code. Similarly, circuits F and F are tuned to resonance at frequencies which are sixteen times the frequencies of thecaution and slow codes, respectively. Associated witlrthe circuit F is a relay K which is supplied with current through a rectifier D the rectifier being connected acrossa portion of the reae tor 19. In a similar manner, circuit supplies current to a relay K through a rectifier D and circuit F supplies current to a relay K through a rectifier D In describing the operation of the appa atus, I will first assume that the two track sections in advance of point B are unoccupied so that relays H and L are both energized. Under these conditions the contact 5 connects the alternator G with the trackway circuit thereby supplying the trackway circuit with the proceed code consisting of 180 impulses per minute. The relay M will now operate at the frequency of the proceed code, and current of a frequency which is of sixteen times the frequency of the impulses of the proceed code will be supplied to the secondary 17 of transformer T. The circuit F being tuned to resonance at this frequency, the current supplied to relay K will energize this relay, causing it to close its front contact 20 20', thus lighting a lamp 21 which is supplied with current from a battery J. This lamp will remain lighted as long as the proceed code issupplied to the track rails.

\Vhen the second section in advance ofv to produce alternating current of the frequen cv .to which the circuit F is tuned. Under these conditions, relay K will be energized but since circuits F and F aren'ot tuned at this frequency relays K and K will both deenergized, and the lamp 22 will'belighted over the back contact 20 -20 of relay K and to. give a cautionindication.

I will now assume that the track section immediately in advance of point Bis occupied by a train so that therelayH is de-ener-- gize'd and contact is connected in the track:

The relay M will operate at the fre way circuit. The slow code consisting of 8O 7 impulses of current per minute will now be supplied to the relay M and alternating curergized, so that lamp 23 will be lighted over back contact 2020" of relay K back contact 2O2() of relay K and front contact 20-20 of relay K and will remain lighted as long as p the slow code is supplied to the track rails.

If for any reason the supply of current to the secondary 17 of transformer T ceases, the relays K {2 andK will all be de-energized and lam p 24 will be lighted over .the back contacts of all the relays KT, K and K to give a stop indication. It will also be understood that if the coding device Z supplies alternatiug current of constant amplitude or failsto supply current to the track rails, the relay M. will cease to operate and the chain of relays willcease to operate so that the polarity of the current supplied tothe primary oftrans-- the relays K", iv'and K will'all be de-ener gized and lamp Qlwill be lighted to give a stop indication as before.

Under some conditions it may be desirable to operate the apparatus from a source of energy, suchas a headlight generator not provided with a mid-tap. This may be accomplished with the arrangement shown in Fig. 2 where the relay M is controlled in response to the periodic variations in the track-way current as in Fig. 1. Associated with each of the chain of relays R, R? and I1 bridge device eaclrdesignated by the reference character E with a suitable disof the remaining relays R is similarly connected with theassoclated bridging device E, The resistor 31 of each bridging device E is chosen. to have a lar er resistance than that necessary to produce the-balanced condition of the bridge for whiclrno current will flow in the associated relay. R. -COl1-r tacts 12--12 and 1212 of relay M are connected. in parallel across thercsistorBl of bridging device E It follows that whenever either of these contacts is closed, a path The winding of relay R of low resistance is completed a mind resistor 31, thereby shunting this 1'e.":-tor. rasuniing that the upper terminal ot generator X i po;=;itive, then when the -hunt 1 ath around resistor 31 is opera current llowa in one direction through relay 3 heeaune the potential of the common terminal of re 's ances 28 and 31 is higher than the poter l of the common terminal of resistances 2t) and 30, and when resistor Ell. is ehort circnited current tlows in the other direction through rclay R he 'ause the po tial of the common terminal ot resistances 2t) and St) is; then higher than the potential of the common terminal of resistances 2S and 3t. ll'hen relay M is operating; inerinitt'eu ly, tle-relore,

each time contact lib--12 is e oeed, relay ll 13 engergized in one duvactian, which l will assume. to he the il11'r :tiou in, which routact 13*13 ol this relav is; (la

an interval elapses during whi' both contact:; (I ay M are open and during whrsh the path at low resistance around rash-tor During this interval oti till: rela -y its contact l313. l'i'hen to; of relay M becomes closed relay 1k reversed, to close its: contut l l lo.

similar manner du 'ing; operation of from the position in whicu co: 1 i2--lfi 1S clo1- ed to the POE-ll-IOH 1a which contact 12-42 is closed, relay R moves through a complete cycle of operation, closingcoutact li'l ll and returning to the position in which contact l3l3" is closed. It lollowa theretore that for each complete cycle 0t Hptl'tbtion ol relay M, relay makes two eonux-h-te cycles. In similar manner, relay ll makes; two complete cycles 'l'or each single cycle of relay 1'1, and relay R" male-s two complete cycles {or each single cycle of ope 'at-iou ol relay R Relay li is provided, with two contact arinatures l3 and 2, which operate as pole-changers to periodic: lly IOYOl'f-t: tl e polarity ot the current supplied from wires 26 and 27 to primary 16 of trans'toraier i,

as will he apparent from the d *awine. llhe current thcrehy induced in secondary ll of transformer '1 may he utilized to operate the relay. hi ls? and I? in the manner already explained in connection with Fig; l.

in the inodilic: tion shown in ll 0 t the relays compriee; two windin contra ding M contact 13-43. It follows that when either the. normal or the reverse contact ol relay M is closed, contact ll-lZ-} of relay R is closed. When relay Ill is being operated in accordance with the periodic variations in the traeliu'ay current, however, relay R is reveraed to close its contact 13- 3" durine the intervals that the contacts of relays M are hoth open. It follows that relay It operates at twice the frequency ot ope 'ation of relay M. Each of the remaining relays R in the chain is controlled by the preceding relay in the chain in the manner just des-zcrihed tor the control oi relay ll liy relay M. The contacts 13 and 232 of relay .ll periodi' rally reverse the current sup lied to the primary 3 ol' transformer 'l in the same manner as in 2.

Referring now to Fig. l, the chain of polarized relays ll ll and ll" is; rephu-ed by a rhaiu ot neutral relays r and W- each haw inei an armature ill positively bitlt t tl to a po- :--ition in which contact 3-'l.--iihl" is closed by a spring Slt. lYhen one of the relays 1' is energized however, the associated armature ll ianioved against the bias of the spring ll; to a position in which contact .hl il-l closed. Relay r is arranged to he energized when either of the contacts iii--12 ohm-l2" of relay M 1% closed the circuit; for llHS relay PllFFll lg' t'rom wire 27, through the winding of the relay and thence through the contz'u-ii: of relay Til in parallel to wire 25. Ear-h time one ol? the contacts of relay M is cloned. tluirrl ore. rel y 1' becomes energized, but during the in terval hetween successive encrgizat ions of relay r. its l aek contact al-"fil is closed. llelay 1' is controlled by the contacts: ol' relay r in the same manner that relay 1 is controlled hy relay M lt will he plain, there fore, that; the arrangement of appa 'atua shown in Fig. -l supplies to the primary ol' tirausl'ormer T a periodic current the trequency of which is proportional. to, hutlll iflltl' than the trerpiency of operation o'l relay All.

Although I have herein shown and described only a low forms of all ray tratlic all-oiling apparatus emhodying my inven- -atood that; rariou changea i ton, it is unde i ud modifications; may he made. therein within the .Jrope ol the appended claims without departing -from the spirit and scope at my invention.

Having thus dearrihed .lny invent ion, what I claim is:

1. Railway tratlic controlling apparatus comprising a stretch oil? rail ray track. means for supplying: periodically arying currents to s .1 stretch, a main train carried relay responsive to such variations but not to the current: itself, a second relay controlled hy said ma n relay and operating: a t a frequency higher lllt'llL out in'iniortional to the frequency of operation of the main relay and governing means selectively responsive to the frequency of operation of said second relay.

2. Railway traflic. controlling apparatus mprising a stretch of railway track, means supplying periodically varying current to said stretch, a source of direct current, a main train carried relay responsive to the current yariations and having normal and reverse contacts and an intermediate contact, a second relay responsive to the polarity of the current supplied thereto, means controlled by the main'relay for supplying said second relay with current of one polarity when either said normal or reverse contact is closed but with current of the other polarity when said intermediate contact isclosed, and governing means selectively responsive to the frequency of operation of said second relay.

3. Railway trai'lic controlling apparatus con'iprising a stretch of railway track, means for supplying periodically varying current to said stretch, a main train carried relay responsive to the variations in such current and having normal, intermediate and reverse contacts, a second relay, means for supplying current of one polarity to said second relay when either the normal or reverse contact of the main relay is closed and current of the other polarity when the intermediate contact is closed, and governing means selectively responsive to the frequency of operation of said second relay.

4. Railway traiile controlling apparatus comprising a stretch of railway track, means for supplying periodically varyingcurrent to said stretch, a source of direct current, a

main train carried relay responsive to the current variations and having normal and re verse contacts connected to one terminal of said source and an intermediate contact connected to the other terminal of the source, a second relay connected between the mid-point of said source and the armature of said main relay and operating at twice the frequency of operation of the main relay, and governing means selectively responsive to the frequency of operation of said second relay.

5. Railway trafiic controlling apparatus comprising a stretch of railway track sup plied with alternating current periodically varied at different frequencies, a train carried relay responsive to the current variations, means including a chain of cascade-connected relays for producing alternating currents of frequencies which are multiples of the frequencies of such current variations, and governing means selectively responsive to said currents of higher frequency. 7

6. Railway traffic controlling apparatus comprising a stretch of railway track, a source of periodically varying current for said stretch, a main train carried relay resuponsive to the variation in said current, a source of direct current, a second relay connected with the direct current source, means rect current, a second relay and a transformer connected to said source, means controlled by the main relay for periodically reversing the polarity of thejcurrent suppliedto the second relay, means contrilled by the second relay for reversing the current in the primary of the transformer at a frequency proportional to, but greater than, the frequency of the reversals in the current supplied to the second relay, and governing means connected to the secondary oi the transformer and select1 vely responsive to the irequency oi the cur-- rent reversals in said primary.

8. Railway trafiic controlling apparatus comgrising a stretch of railway track, a source of periodically varying current for said stretch, a main train carried relay responsive to the current variations, means controlled by said main relay and including a chain otcascade-connected relays tor prosive to the current variations, a source of diso u ducing alternating current of a frequency:

greater than, but proportional to, the frequencyof such current variations, and governing means selectively responsive to the frequency of the alternating current.

9. Railway traffic controlling apparatus comprising a stretch of railway track, means for supplying periodically varying alternating current to said stretch, a main train carried relay receiving energy from the trackway, said relay having a norirfal and a reverse contact and operating at a frequency depend ing upon the frequency of such current variations, an intermediate contact on said relay arranged to be closed twice during each cycle of operaiton of the relay, a polarized relay controlled by said main relay and energized in one direction when either the normal or reverse contact of the main relay is closed but energized in the other direction when the intermediate contact is closed, and governing means responsive to the frequency of operation of the polarized relay.

10. Railway trafiic controlling apparatus comprising a stretch of railway track, means for supplying periodically varying current to said stretch, a main train carried relay responsive to such current variations, a source of direct current, a chain of cascade-connected relays controlled by said main relay, a transformer having a primary circuit connected between the mid-point of said source and the armature oi the last relayvoii' the Jim reversing the polarity of the currentsupplied to said primary circuit four times for each cycle of said last relay, and governingmeans connected to the secondary of said transformer and selectively responsive to the frequency of the current reversals in said primary.

11. In combination, a main relay, means for operating the main relay periodically at different frequencies, a second relay, means controlled by the main relay for operating" the second relay at twice the frequency of operation of the main relay, and means selectively responsive to the frequency of operation of the second relay.

12. In combination, a main relay, means for operating the main relay periodically at different frequencies, a second relay, means controlled by the main relay for operating the second relay at a frequency which is a multiple of the frequency of operation of the main relay, a transformer having its primary supplied with direct eurrent,1neans controlled by the second relay for reversing the polarity of the current supplied to said primary at: a frequency which depends upon the frequency of operation of said relay, and means selectively responsive to the frequency of the electromotive force induced in the secondary of said transformer.

In testimony whereof I afiix my signature.

' SAMUEL M. LUCAS. 

